Ezra1234

Infosecdad: You are correct. Don Redmon of RMI is a master craftsman / genius when it comes to anything head work. If you are a serious Racer at the top level of your sport you go to RMI. The only problem is you will have to wait five (5) to six (6) months to get your heads. The old term, "take your time and do it right the first time" is Dons mantra. We thought we had purchased the very best CNC heads available to we Subaru guys and that they couldn't be improved then we challenged Don and well, you see the difference in the numbers. Then he explained how he could re-engineer the Subaru heads to produce another 16% to 20% in the flow rates by using the Frankenstein heads, as he calls them. We chickened out, because we have enough on our plate but maybe one of you might take on that challenge and try the Frankenstein heads. Bye the way, just to show you how state-of-the-art Dons operation is he just had a custom built flow bench built that I think he told me is run by a car engine and according to some of the race team engineers we have spoken with Don's bench is the most accurate and powerful bench on the West Coast.

Brandon: I applaud that you are taking on the EZ30R project. We think that is the future of Subaru hotroding and I.m sure you already know that the worlds fastest 1/4 mile Subaru resides in Australia running the EZ30R and turns 204mph in something like 6.9 to 7.1 seconds which is scary fast! Although we will not build another Subaru, if we were it would be the EZ30R platform. There is a guy in San Jose, CA who is way down the road in developing his EZ30R engine. The last time we saw him (about a year and a half ago) he had taken it to 600+ whp. However, I don't have his contact information. I think I lost it! Since you are having to do a lot of pioneering on the platform to get it where you want your going to need a lot of fab work. I've got quite a bit of information on some really good fabricators both on the West Coast and with some in other parts of the country.

On the issue of the Kyb shocks. Kyb was apparently were looking at making an adjustable shock many years ago. My son was years ago a Motocross champion and had used Kybs, Showa's and Ohlins shocks on his factory Bikes. He was chatting with the folks at Kyb about something in their shop and noticed that they had some prototypes of some car shocks that they had tested. The technician told him that they were going to crush the shocks someday and he asked if he could have them. Although they were about a 1/2 to 3/4 shorter than the standard Legacy shocks we thought we would re-valve them and modify the fluid circuits to work with our vehicle. I have all the equipment and have re-valved my sons shocks for twenty-years and I have the luxury of having access to the suspension experts at Race Tech Engineering in So. Cal. So after we got the shocks to fit it only took eight attempts to get close enough to a reasonably competent setting be able to adjust the shocks with the compression and rebound adjustments. Lets just put it this way, there are much better shocks that can be bought over the shelf that we should of bought and will buy in the future. The Kybs were just to much work and although they are OK with where we are at today they won't work for the long haul!

Brandon: I certainly respect your comments and input, which is consistent with the general way Subaru's have been built in the past, which I respect. We tried relying in the "experts" in the Subaru market to guide us in the past in most cases with horrible results. Brandon, I do have one question. Have you ever built a full-on Race Only Car? Because if you had, you would appreciate the twists and turns you run into during the process. There are generally no easy or simple solutions to getting to the next step! However, you may not understand what we are trying to accomplish, which very simply is to re-design primarily the intake system of the vehicle. I am well aware of the 11 Subaru vehicles currently producing over 1000 whp and a number of them will not race on the drag strip, but prefer to roll on on the streets in order to save their transmissions and engines. With respect and applause to their accomplishments they are all running in excess of 60lbs of boost all the way up to 90 lbs., which is why the fatality rate is so extreme at these HP levels. The White Rabbit has been racing Subarus for at least 12 years and should have eliminated the bugs from their platform by this time and rest assured their crew has probably done many of the things we are doing. But they are very closed mouth about the engineering that has gone into their engines over the years. I know I have contacted them and they shared nothing, which I can understand! Our goal is and has been to produce with our new engine (the current engine is our mule) around or in excess of 1000 whp. using 40 lbs of boost, which allows the following to occur. Would you agree that less boost equals more reliability and that it will allow us to use a smaller Turbo, right? Which allows us to create a wider powerband, right? Would you agree that by cooling the intake charge by an additional 20 degrees will help the power as well? Bye the way the Turbo we will be running on the new engine is a highly modified version of the one on the spec sheet and it is designed to meet OUR parameters only! Also, I may be wrong to say that in most of the current over 1000 whp builds that they do not have thier heads or cams specifically designed for their engines. Below I attached copies of the flow characteristics and how we flow our heads. As well as the form if it will download we had to submit in order to get matching cams. This will provide you with a snapshot of how we are developing OUR motor. These are just little toosl that will give you a perspective of the stock, very well known brand of CNC heads and our improved version of the Subaru head. We also have a version of the head that allows us to create a third port totally removing the dogleg and garnering on the bench about a 16% to 20% improvement over our two port version shown on this comparison. We want to run the comparison version first before we run the "Frankenstein" version as we refer to the three port version. As running the Frankenstein version will require extensive additional modifications, which we don't want to do at this point in time. One challenge at a time! DR’s comparison of Stock, CNC’d and RMI Subaru EJ 25 Ported Heads based on Valve Lift! Testing dates were Stock 5/6/2021, CNC 6/3/2021, RMI 6/9/2021 Lift RMI CNC Stock 050. 42.4 42.0 60.1 100. 88.7 77.5 96.1 150. 133.3 124.0 126.1 200. 175.1 158.2 148.2 250. 211.1 191.5 159.2 300. 226.5 207.0 181.8 350. 235.8 212.3 187.0 400. 238.7 217.8 187.4 450. 243.4 219.5 187.0 500. 245.4 221.3 188.9 550. 247.6 N/A Total CFM 2088.1 1671.2 (1840.5 Total RMI CFM to 0.500 lift. Difference is 169.3 CFM per lift cycle.) Avg. CFM 189.827 167.12 (184.05 Avg. RMI CFM to 0.500 lift. Avg. difference is 16.93 CFM per lift cycle.) I tried to download the CAM profile information and all of the roughly 40 factors required along with intake CFM, exhaust CFM and intake to exhaust ratio percentages in .050 increments. However, for some reason it would not download today. As far as the transmission issue is concerned we have chatted with the folks at PPG in Australia and Lenco in LA. We will get the shifting issue sorted out in the near term.

Yeah, that was the early days when we knew what our goals were, just not how to achieve them. However, we were relying on the "experts" to guide us on our path to an EASY 1000 hp. We actually blew up three engines before it dawned on us that we needed to sit down and start over with a clean piece of paper. In fact, it was not funny at the time, but we blew up three engines in eight months. The last one flashed about 800 whp ten seconds before it self-destructed I think the only things salvageable were some of the bolts, the Turbo, BOV, water pump and the intake and exhaust. Everything else, even the heads were trashed. Forget the automatic trans we learned that a modified 5eat can handle about 550whp before it dies! So, over the years to today, we have learned quite a few lessons of what does and does not work with the EJ25 motor and it has been an expensive lesson plan. But we think that today we are on the right path and getting closer to our goal of developing excellent power as efficiently and safe as possible and hitting the 8 second barrier in the quarter mile. But your observation about broken parts and consummable parts replacement is valid. We are racers and we are used to "pushing the Envelope" and as long as our wives will allow us, we will continue to buy more parts and to continue "pushing the envelope", thats what we do!

Yeah, the weight of the vehicle is without the driver who weighs 180lbs. The cage is NHRA Certified to I think 6.5 seconds. We had a sunroof that was removed and never replaced, which was an unbelievably robust and heavy item that was never replaced. Instead, we had an opportunity to use the NASA wind tunnel in Mountain View California late at night to test various lexan wind screens and found one that essentially improves the aero of the car and of course reduces the weight as well! Virtually everything and anything that could be cut, shaved or removed has been removed from the car including. The hood and truck lids have virtually no bracing. No door panels, they were all cut out, nothing under the dash. , no air conditioning, etc...We have found that we can get a 5lb. CF hood for $1500, which we are considering in the future. Our CF driveshaft required lifting the tunnel two or three inches in the rear because the Driveshaft is much larger in diameter than the standard Drive Shaft companies standard product in order to hold up to the power goals we set for this project. We will go to two wheel drive when we switch to the Lenco transmission, which eliminates the front wheel drive weight. and causes us to explore a conversion to a Ford 9" diff and axles and it goes on and on!

Isn't it amazing how easy it is to invest six figures in a Subaru? I must say this is our first and last Subaru build. We will stick to American V8 engines in the future. But we have learned a great deal about the mechanical and electrical systems and must say the Subaru is one well built and engineered vehicle. No American car builder builds a car even close to the Subaru. My philosophy in the future will be if someone asks me about the Subaru will be to point out that a good tune-up and good fuel is all you need on the street! Going beyond that is a waste of money and time. I have not been on the Forum in actuality for any consistent length of time. But I have enjoyed reading and sharing the information with my team that I deem valuable to our project over the last few years. How long will we continue to develop this project. We will continue to develop the vehicle up and until we can make clean passes at the strip. Hopefully, in the 8's or maybe a run or two in the 7's. At which time, we will sell the vehicle to someone who will take it out and hopefully race it.

They certainly don't if your looking at the conventional way Subaru's are built. We started with what we had to work with and how WE would approach building this vehicle. I will tell you that most of the parts that you buy off the shelf we had to modify to make them work as they were designed on OUR vehicle. We have modified/redesigned the heads and cams to go along with the coatings we use in making our engine very one-of as is the Turbo. We went to Comp Turbo in LA to work with us on our design requirements for OUR engine, not your engine or anybody else's engine, but OUR engine. Oh, and I can certainly understand your questioning the costs. But actually they are higher than the $150K when and if you factor in development time and costs of having four engineers contributing their time away from thier families. However, I was incorrect in an earlier response in that I learned that the 150k included 30K for the car. So, the physical out of pocket costs for components should be $120 and going up monthly.

No, we never started this project to become a commercial enterprise. However, there are a few bits of info we can convey, such as the heads, cams and engine treatments, which we highly recommend. But that will be down the line. Our focus today is being able to make full passes down the drag strip without having to Granny shift between 2nd and 3rd. We chuckle about what type of money we could put into a V8 powered car to blow the Subaru off the track. We know my own past builds of V-8s, suspension and weight reduction that for $55K (which is what I have in my 40 Willys coupe). We could get into the low 8's or high 7's at around 165mph.

Not yet! Why? Because the engine has such a torque load that it will not shift (Subaru Spec B 6speed) quick enough (power shift) between 2nd and 3rd to render a decent time. We have done everything we can to loosen up the linkage but to no avail. So, the reason for the Lenco. It is designed to easily handle more power than we will ever get out of this motor.

The cost does not reflect the original cost of the vehicle. Our new heads for example cost our group $20K! Don't ask about the cams. Again this is project / race car not to be driven any where but on the track!

OK, First, this is a project car built by professional engineers with a long history of drag racing and involvement with Drag Racing at the highest level. We took on this project because between us we have built probably 30 very successful and competitive American vehicles. However, none of us had ever built a Sport Compact car. So, we approached this probably quite a bit differently than most of you in the Sport Compact world. For example, on the new engine we will be installing we completely redesigned the intake flow characteristics and parameters of the engine to be much more efficient and effective across the powerband. We designed the new parameters using some very sophisticated computer modeling to save us time and additional expense. We have been able to generate 800 +whp with 31lbs of boost! We did this by re-designing the horribly restrictive heads and building custom designed cams exclusively for our motors. We also use E90 in all of our engines and all of our engines and parts are cryo and WEP treatments and we are experimenting with a new treatment that reduces the intake fuel temperatures at 20 to 30 degrees farenheit in addition to any advantage offered by intercoolers. So, your point is well made about the brakes. We just upgraded to Brembo 6piston brakes and we use a dual parachute on all of our test runs. Oh, and I assume that you understand that this is not a street legal or driven vehicle?

The Grimmspeed AOS has been redesigned and frankly works exceptionally well in our application. We created and installed the Lexan windows using the stock windows as a template. Our windows are designed so the windows simply quick release and can be replaced in about five (5) minutes per window. For you to have this done to your vehicle will run about $5000.

Over 150K not counting on-going development costs!

Hello: This project has been a five year ordeal. What have we learned from this journey is that Subaru's are different cars to modify and that they require more money than I have invested in my three classic car hotrods combined which includes a blown 426 Hemi installed in a beautiful 40" Willy's coupe, My 63 Plymouth 426 Hemi sedan and my 57 Chevy with a blown L88-427 cubic inch motor! Yeah, the Subaru is fast for a Subaru -1.5 sec to 60mph. But will require another $10K to $12K to add a Lenco transmission as the six-speed Transmission is very difficult to shift between 2nd and 3rd because of the torque load on the clutch and transmission. Thus, the quarter-mile times suffer dramatically as a result of this problem. Actually, this car will work best as a time attack vehicle with the power reduced to 700 whp. Grandpa’s Toy Component & Parts list Event: Dyno-9-2020 Location: Auburn CA Ambient Temp: ? Elevation: 1366 ft Weather: Sunny Maximum Power=MAP #1=870whp at 6100rpm and 712ft lbs. of torque@ 5200rpm, Car: 2005 Legacy GT Tuner: Travis (Snail Racing) Dyno Info: Dyno-Jet, STP correction Transmission: STI – Spec B - 6 speed, First four gears are STI gears, fifth and sixth are much taller providing much more top end than an STI Transmission. Cobb Quick Shift Kit, Considering purchasing a Lenco four speed transmission! Oil: Amsoil Synthetic 10-40wt. Fuel: Ignite E90 Weight: Stock-3485lbs, Lightened-2635lbs, Engine/Power Modifications: Outfront Motorsports V4-2.5Liter Closed Deck Block Cobb AP V3 running- Speed Density Perrin Heavy Duty Motor & Transmission Mounts CSF Oversized Radiator, w/built-in oil cooler Cosworth HP Oil Pump, PTFE fuel system, Crawford High Pressure water pump, ETS FMIC w/ 4" core, CP 8:4 pistons Supertech +1mm Inconel larger valves with matched springs, Currently using Kelford R-199-D Cams, For new motor, Elgin Custom cams will be used, 8mmTGV Phenolic Intake Spacers, ID 2000cc top feed injectors & Radium fuel rail, Radium TGV Deletes, Radium Engineering Surge Tank, ETS Custom 4” Cool Air System (modified by M&M), 3-Walbro 455 LPH Staged Fuel pumps, Comp Turbo Cust. Twin Scroll Turbo-CT4x-6065-3bb unit Manley Turbo Tuff I-beam rods, ATI Crank Pulley, Pinned King Bearings, Crawford Catch Can STI crank in existing motor, Manley Billet crank will be installed in new motor. Tomei Adjustable Cam Sprockets, M & M Custom 3” Down Pipe, M & M Custom 3” Exhaust, Up-Pipe T4 mount, Dual dump tubes w/twin 44mm Tial wastegates, Outfront Motorsports 1/2" head studs, ARP bolts and studs used throughout the entire motor, Current engine uses a set of ported heads. However, the new motor will use custom Heads and head work by Replika Machinsen Porting & Valve job. These heads flow 22% more than IAG Stage 4 heads. All running gear was balanced and Cryoed & WEP Treated, IAG- EJ Competition Oil Pan, V2 Oil Pickup, Competition Baffle and Windage Tray, Driveline Modifications: Kyb adjustable shocks & Struts, Whiteline Differential Reinforced Chassis mounts, Rallytek Springs, AVO End Links, Rallytek Sway Bars, Torque Solutions Full Support Driveshaft Carrier Bearing, Megan Racing Adjustable Front and Rear linkage, All bushings on car have been replaced with Polyurethane bushings, Drive Shaft Shop – Custom Carbon Fiber Driveshaft Capable of handling 1100whp. Wheels & Brakes[/u][/b] EBC Rotors, Motul High Temp Brake Fluid, Subaru four piston front calipers, RPF1-Custom Powder Coated Enkei Racing Rims Special Compound EBC Brake Pads Toyo Red Dot High Performance Tires, or M&H Slicks Stainless Steel Brake Lines Interior Kirkey Seat and cushions Custom Rollbar Custom Lexan Windows Custom PLX and Innovate-Data logging Digital Guages Element Fire Extinguishers